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, H. BEZER & A. H. JOHNSON SIGNALING SYSTEM. I No. 552,093. PatentedDec; 31, 1895 A v WWW gg wflttozn%- Afar. fpa. W L K a (No Model.) 3Sheets-Sheet 2. H. BEZER & A. H. JOHNSON.

SIGNALING SYSTEM.

No 552,093. Patented Dec. 31, 1895.

ANDREW BYGRAIMM FKGTOL'WOWASNINBTONDC (No Model.) a Sheets-Sheet 3.

11.123233 & A. H. JOHNSON.

SIGNALING SYSTEM.

No. 552,093. Patented Dec. 31, 1895.

HM fi l/ M, Swim wow MM; V 3513M fllfijzueW I ANDREW B GRAHAM.PHUTOUMDWASKINGTON, II C UNITED STATES PATENT Orricn.

HENRY BEZER, OF NE\V ROCHELLE, NEWV YORK, AND ARTHUR H. JOHNSON,

- OF RAHXVAY, NEW JERSEY.

SIGNALING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 552,093, dated December31, 1895.

Application filed March 8, 1893. Renewed May 15,1895- Serial No.549,444. (No model.)

To all whom it may concern:

Be it known that we, HENRY BEZER, residing at New Rochelle, county ofWestchester, and State of New York,and ARTHUR H. J OHN- SON, residing atRahway, county of Union, and State of New Jersey, subjects of the Queenof Great Britain, have invented a new and useful Improvement inSignaling Systems, of which the following, taken in connection with theaccompanying drawings, is a specification.

Our invention relates to signaling systems employedon railways, and hasfor its object an arrangement of signals to satisfy certain conditionsof traffic whereby a train is prevented from obeying a signal intendedfor a train immediately in advance.

The invention consists of the devices and their arrangement hereinaftersetforth.

There are certain conditions of railway traffic in which it is necessarythat two or more trains be permitted to draw up close, one behindanother. These conditions frequently occur at various places, amongwhich may be mentioned large passenger-stations where new trains aremade up and where it is desirable that these trains be drawn up at thestation, one close behind the other, to receive at the same time eachits quota of passengers or other freight. I-Ieretofore when thedispatching-signal controlling the outgoing train from such a stationwas lowered to clear there was nothing to indicate to the engineer ofthe succeeding train whether the clear-signal was intended for his trainor for the first train only. The engineer of the succeedin g train wastherefore often at a loss to know when to advance and when not, andfrequently occasioned confusion and delay by advancing in response to aclear-signal intended only for the preceding train. Again confusion wasoften caused by the operator failin to ut his si 'nal back to dan er forD D b the succeeding train immediately after the preceding train hadbeen cleared. In such a case the engineer of the succeeding train waslikely to advance in response to the signal thus improperly left atclear. Our invention is intended to overcome these defects, and to thisend we provide a plurality of signals for the trains so arranged thatthe chance of delay and confusion or danger will be avoided.

Our invention is applicable not only to the conditions of traffic abovereferred to, but also to other conditions, some of which willhereinafter appear.

In the drawings we have illustrated diagrammatically four difierentconditions of railway traffic in connection with which our invention isadapted to be used.

Figures 1, 2, 3 and 4 are diagrammatic representations of tracks andsignals, illustrating diiferent applications of our invention, theconnections of the signals, &c., with the levers being shown only inFig. 1. Figs. 2 and 3 are diagrammatic details of the looking meansemployed with the signals shown respectively in Figs. 2and 3. Fig. 5 isa diagrammatic detail illustration of the signals and their connectionsas the signals are shown respectively in Fig. 4.

Referring now to Fig. 1, A and B are two tracks connected by across-over b. O is an engine, and D and E are two trains, all on trackA. F is a platform before which the trains D and E are drawn up ready toreceive their passengers or other freight. The crossover 1) is providedat each end with a switch, both operated simultaneously by the lever 6and its connections, and these switches are provided with well-knownfacing-point locks operated simultaneously,but 'separately,from theswitches by the lever 5 and its connections. Near the end of theplatform are located the detaining-signals (Z and 0. About a good trainslength in advance is another detaining-signal c, and about a goodengines length in advance of the signal cis the signal e-i. 2., thesignal which finally dispatches or sends the train into the block. whichit guards. The lever 7 maybe connected in the well-known way through aselector 9 with either the signals 0 and c or with the signal (1, thesignals a and a being operated simultaneously by the same lead, and thesignal d being operated by a different lead, according to the positionof the selector. The lever Sis connected with the signal 6. These levers5, 6, 7 and 8 are interlocked in the usual way by means of the tappets l2 3 4cand their bolts. IOO

The locks, switches, signals, levers and tappets are all shown in theirnormal positions in Fig. 1 for traffic on track A, the signals being atdanger and the switches locked against cross-over traffic. It will beseen from an inspection of the tappets and their bolts that the lever 5of the locks a, may be operated without disturbing any of the otherlevers; that the switch-lever (3 cannot be operated to open the switchesfor crossover traffic until the lever 5 has opened the looks; that thelever 7 cannot lower the signals 0 and c or the signal (1 to clearunless the lever 5 is in its normal locking position and the lever 8 isin its normal position, wherein the signal 6 is at danger, and thatlever 8 can be operated to put signal e to clear or return it to dangeronly when the signals 0 and c are at danger. It is especially importantto notice that in this arrangement the signals 0 and 0 can never be putto clear for a train to advance until after the signal a has been put todanger, so that a train advancing from the station F on track A inresponse to a clear-signal will be stopped at signal e, and that whenthe signal 6 is put to clear the signals 0 and c are locked at danger.The signal 6 may be controlled by the operator at the advance-tower by aSykes lock or any suitable lock and block system, automatic orotherwise. The signal cl is intended to guard only the cross-over,andtrains intend ing to cross over to track B are guided by this signal andpay no attention to the signal 0.

The trains D and E and the engine 0 having taken the positions shown,the operation is as follows: The operator having received word that theblock guarded by the signal 6 is clear or admits of the signal beingcleared proceeds to lower this signal, thereby locking the lever 7 inits normal position and holding the signals 0 and c at danger. Theengine C may now enter the block in advance; but the engineers of thetrains D and E, althrough they may see the signal e go to clear, cannotadvance, because their signals 0 and c are at danger. The engine 0having now passed by, the operator may desire to lower the signals 0 andc for the trains D and E to advance; but he cannot do so until thesignal eis returned to danger. The train D may then take the positionformerly occupied by the engine O, with the train E immediately in therear. hen the block guarded by the signal 6 is in condition to receivethe train D, the operator lowers the signal 6 to clear, but he-can onlydo so after he has put the signals 0 and c to danger. The train D maynow advance into the block; but the train E will be held by the signal0. Thus it is clear that no more than one train at a time can everadvance into the block in response to an indication of clear from thedispatching-signal 6. Under the present system when two trains are drawnup one immediately behind the other, the engineer of the second trainmight take the clear indication of the dispatch-signal e for the firsttrain to be intended for him also, and would be justified in doing so ifthe operator did not promptlyreturn the signal cto danger after thefirst train has passed on, or should fail altogether to so return it.Under our system such mistakes cannot possibly occur.

If it is desired to send the train E over onto the track B, the engineerof this train pays no attention to the signal 0, but watches the signald, which he knows guards the cross over onto the track B, whither he isto go. The train E therefore remains stationary after the train D hasadvanced in obedience to an indication of clear from the signals 0 and 0until the operator has lowered the signal d to clear. Before he doesthis, however, he operates the lever 5 to open the switchlocks, thenopens the switches for cross-over traffic and locks them in thisposition. He then makes connection with the signal 01 at the selector 9and lowers the. signal to clear. After the train E has crossed over, thesignal d is returned to danger and the switches and locks may be putback to normal.

The arrangement shown in Fig. 2 is similar to that shown in Fig. 1,except that the signal 6 is omitted, the signal h becoming the signal todispatch trains into the block. The lock, switch, and signal leversandtheir connections are not shown; but their operation will be readilyunderstood by any one conversant with the art from an inspection oftheir tappets, (Shown in Fig. 2.) The looks a are operated by a leverconnected to the tappet l of Fig. 2, and the switches of the cross-overb are operated bya lever connected to the tappet 2. The signals f and gare operated separately through a selector by a third lever connected tothe tappet 3, and the signal h is operated by another lever connected tothe tappet 4. It will be seen that by this arrangement the signal 77.cannot be put to clear to dispatch a train unless the signal g is atdanger, and that the signal 9 cannot be put to clear for a train unlessthe signal It is at danger. WVhen the signal his therefore cleared forthe train D, the train E will be held by the danger indication of thesignal 9 if it is to continue on the track A; but the operator can, aspreviously described in connection with Fig. 1, lower f to clear when Itis at clear.

In Fig. 3 a track K is shown connected by a switch at to the track L.The track K is provided with a signal 70, which guards the switch it,and the track L is provided with the signal Z and with thedispatching-signal m, the latter being located about a trains length, orany desired. distance, in advance of the signal Z. The tappets adaptedfor the levers used in this arrangement are shown in Fig. 3. The switch01 and its lock may be operated by a lever connected to the tappet 10.The signals is and Z are operated separately through a selector byanother lever connected to the tapnormally at danger.

pet 11, and the signal m is operated bya third lever connected to thetappet 12. In this case it will be seen that when the signal an islowered to clear the signals 70 andl will be locked at danger and thatneither of the signals 70 and Z can be cleared until the signal m hasbeen put to danger. Thus when a train is dispatched by the signal m asecond train immediately following, either on the track K or on thetrack L, will be held by the danger indication of the signal 76 or Z.

In Fig. 4 are sh own two merging tracks 0 and P. Track P may be used forthe storage of light engines or engines waiting to go into anengine-house. In this case it is preferable to arrange the signals 19and q for the trackP about an engines length apart, the signal 19 beingnormally at clear and the signal q The signal 0 guards the track A andis normally at danger. These signals are operated preferably by a singlelever s, as shown clearly in Fig. 5. The wire it, which runs from thelever to operate the advance-signal q, is normally slack, and the wiret, which operates the rear signal p, is normally taut. 0, the wire foroperating the signal 0, is also normally taut. WVires o and a may beseparately connected with the lever 3 through a selector 1". An engineon the track P may take up a position between the signals 13 and (1 whenit will be normally held by the danger-position signal q. \Vhen thelever sis pulled to lower the signal q the signal 19 willbe thrown todanger, and, because of the wire a being slack and the wire 25 beingtaut, the signal 19 will be well on its way to danger before the signalg has started to safety. An engine behind sig nal I 9 will, therefore,get its danger-signal from the signal 19 before the engine between thesignals has been given its clear-signal from When connection is madewith signal othrough the selector and o is pulled to clear, signal pgoes to danger, but signal q remains at danger. hen 0 is put to danger,then 19 goes back to clear. The wire 0 is here taut and the signals 0and p would therefore operate simultaneously. It is obvious that thewire it may be normally taut if desired, but we pefer to have it slack,as shown.

If desired a signal similar to signal 13 can be arranged for track 0behind signal 0, which could be operated from the lever sin con junction with signal 0 in the same way as signal 19 is operated in conjunction with q. These signals may also be interlocked with other signalsthat might be employed in the ordinary way by means of tappets andbolts, as shown in connection with Figs. 1, 2 and 3. The arrangement forsignaling shown in Fig. 4 may be applied to various other trafficconditions besides the one above described.

The signals and switches of our system may be controlled simply by theordinary and wellknown interlocking means, as above described, or inconjunction therewith by further mechanical means or electricaltrack-circuit controlling means. It is obvious that further mechanicalor electromechanical track instruments or track-circuits acting eitheras looks or as means for informing the operator of the whereabouts oftrains, or both, can be added. For example, it might be consideredexpedient for the better dispatch of traffic under the system shown inFig. 3 that the operator should be notified by the train of its approachto either signal or Z, so that he might lower the signal and again beinformed by the train when it had passed or was going past the signal,inorder that he might place the signal to danger and lower signal m toclear without bringing the train to a stop at either signal. This mightoccur, especially in the case of signal m, if the operator had tovisually note that the train passed or partially passed the rear signalis or Z.

The various traffic examples shown are only arranged for the onedirect-ion of travel, that I being sufficient to illustrate ourinvention.

'We do not limit our invention to the specific traffic conditions shown,as others may require it.

. WVhat we claim, and desire to secure by Letters Patent, is- V 1. In asignaling system for railways, the combination of a dispatching signal,a detaining signal in the rear thereof and locks connected with saidsignals for preventing the dispatching signal being put to safety untilthe detaining signalhas been put to danger, substantially as set forth.

2. In a signaling system for railways, the combination of a dispatchingsignal, two or more detaining signals in the rear thereof and locksconnectedwith said signals for preventing the dispatching signal beingput to safety until the detaining signals have been put to danger,substantially as set forth.

3. In a signaling system for railways, the combination of a dispatchingsignalnormally at danger, a detaining signal in' the rear thereof andlocks connected with said signals for preventing the dispatching signalbeing put to safety until the detaining signal has been put to danger,substantially as set forth.

4. In a signaling system for railways, the combination of a dispatchingsignal normally at danger, two or more detaining signals in the rearthereof and locks connected with said signals for preventing thedispatching signal being put to safety until the oletaining signals havebeen put to danger, substantially as set forth.

5. In a signaling system for railways, the combination of a dispatchingsignal normally at danger, two or more detaining signals normally atdanger in the rear thereof and locks connected with said signals forpreventing the dispatching signal being put to safety until thedetaining signals have been put to danger, substantially as set forth.

6. In a signaling system for railways, the combination of a dispatchingsignal and means for operating it, two or more detaining signals andmeans for operating them, including a selector and mechanism to preventthe dispatching signal being put to safety until a detaining signal hasbeen put to danger, substantially as set forth.

7. In a signaling system for railways, the combination of a dispatchingsignal normally at danger and means for operatingit,two or moredetaining signals and means for operating them, includinga selector andmechanism to prevent the dispatching signal being put to safety until adetaining signal has been put to danger, substantially as set forth.

8. In a signaling system for railways, the combination of a dispatchingsignal normally at danger and means for operating it,two or moredetaining signals normally at danger and means for operating them,including a selector and mechanism to prevent the dispatching signalbeing put to safety until a detaining signal has been put to danger,substantially as set forth.

9. In a signaling system for railways, the combination of a dispatchingsignal, a detaining signal located about an engines length in the rearthereof, a second detaining signal located about a trains length in therear of the first mentioned detaining signal, and locks to preventeither of the detaining signals being put to clear when the dispatchingsignal is at clear, substantially as set forth.

10. In a signaling system for railways, the combination of a dispatchingsignal normally at danger, a detaining signal located about an engineslength in the rear thereof, a second detaining signal located about atrains length in the rear of the first mentioned detaining signal, andlocks to prevent either of the detaining signals being put to clear whenthe dispatching signal is at clear, substantiallyas set forth.

11. In a signaling system for railways, the combination of a dispatchingsignal normally at danger, a detaining signal located about an engineslength in the rear thereof, a second detaining signal normally at dangerlo cated about a trains length in the rear ofthe first mentioneddetaining signal, and locks to prevent either of the detaining signalsbeing put to clear when the dispatching signal is at clear,substantially as set forth.

12. In a signaling system for railways, the combination of a dispatchingsignal, a pair of detaining signals, the first of which is located aboutan engines length in the rear of the dispatching signal and the secondof which is located about a trains length in the rear of the firstdetaining signal, a third detaining signal located near the second ofthe said pair of detaining signals, two tracks along which all of saidsignals are arranged, connected by a cross-over provided with switches;locks adapted to prevent either of the pair of detaining signals beingput to clear, when the dispatching signal is at clear, and locks adaptedto prevent the third detaining signal being put to clear when thecross-over is not switched for crossover traffic, substantially as setforth.

13. In a signaling system for railways, the combination of a dispatchingsignal, a pair of detaining signals, the first of which is located aboutan engines length in the rear of the dispatching signal and the secondof which is located about a trains length in the rear of the firstdetaining signal, a third detaining signal located near the second ofthe said pair of detaining signals, all of said signals being normallyat danger, two tracks along which all of said signals are arranged,connected by a cross-over provided with switches, locks adapted toprevent either of the pair of detaining signals being put to clear whenthe dispatching signal is at clear, and locks adapted to prevent thethird detaining signal being put to clear when the cross-over is notswitched for crossover traffic, substantially as set forth.

14:. In a signaling system for railways, the combination of adispatching signal, a pair of detaining signals, the first of which islocated about an engines length in the rear of the dispatching signaland the second of which is located about a trains length in the rear ofthe first detaining signal, a third detaining signal located near thesecond of the said pair of detaining signals, all of said signals beingnormally at danger, two tracks along which said signals are arranged,connected by a cross-over provided with switches, an operating lever forthe dispatching signal, a second operating lever for the detainingsignals, said pair of detaining signals being connected to the same leadfrom the lever, and the said third detaining signal being connected toan independent lead through a selector, locks adapted to prevent eitherof the said pair of detaining signals being put to clear when thedispatching signal is at clear, and locks adapted to prevent the saidthird detaining signal being put to clear when the cross-over is notswitched for cross-over traffic, substantially as set forth.

HENRY BEZER. ARTHUR H. JOHNSON. WVitnesses:

N IOHOLAS MINOR GooDLET, J12, T. E. RAFTERY.

